JP2006189105A - Gear box - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a gear box which enables an organic fusion of ideas in the shape of the gear box and the measure for strengthening the rigidity to make the achievement of a large noise reduction effect by the minimum increase in weight. <P>SOLUTION: In the gear box 100 provided with a first shaft hole 102A and a second shaft hole 104A, first and second damping bodies 110A, 112A are integrally formed with the gear box 100 along the radial direction X of the shaft holes 102A, 104A from the first shaft hole 102A and the second shaft hole 104A. Formation widths W1, W2 of the first and second damping bodies 110A, 112A are assured at least not less than 1/4 of shaft hole diameters D1, D2 of the shaft holes, and formation heights H1, H2 are assured at least not less than 1/6 of the shaft diameters D1, D2. <P>COPYRIGHT: (C)2006,JPO&NCIPI

Description

  The present invention relates to a gear box such as a reduction gear.

  For example, various reduction gears are conventionally used in a power transmission system for driving industrial equipment in a factory. A reduction gear generally includes a gear transmission mechanism having a specific structure in a predetermined gear box. In the gear transmission mechanism, the gears mesh with each other, causing periodic vibrations according to the number of teeth, rotation speed, etc. due to collisions between tooth surfaces and slight deformation during torque transmission, and so-called meshing noise is generated. To do. When the center frequency of the meshing sound and the natural frequency of each member of the speed reducer, particularly the gear box, are equivalent or close to an integral multiple, a so-called resonance phenomenon occurs, and the noise further increases.

  In recent years, the reduction of noise generated by these speed reducers has become a major issue, reflecting the tendency to improve the working environment in factories and the like.

  The gear box is larger than the other members in the speed reducer, and its wall surface easily amplifies vibrations, and therefore has a very large influence on noise generated in the entire speed reducer.

  In view of such a point, for example, Patent Document 1 proposes a configuration in which the thick portion of the wall surface of the gear box has a middle height.

JP 50-125159 A

  However, the conventional measures against this type of noise are based on the concept of “stiffening” of the gearbox, and the fact is that an effective noise reduction effect has not always been obtained.

  There are two types of gear boxes: an input shaft and an output shaft are coaxially arranged, and a type in which an input shaft and an output shaft are non-coaxial. Of these, especially in the case of a gear box in which the input shaft and the output shaft are not arranged coaxially, the number of shaft holes is increased and a shaft serving as a vibration source is arranged in this portion. Therefore, there has been a problem that the vibration force of each shaft is transmitted to the entire gear box and is more easily resonated.

  The present invention has been made to solve such a conventional problem, and organically combines a gear box shape contrivance with a rigidity strengthening measure, thereby reducing a large noise with a minimum weight increase. It is an object of the present invention to provide a gear box that can obtain a reduction effect.

  According to the present invention, in a gear box having at least three shaft holes, a damping body is formed along a radial direction of the shaft hole from at least one of the shaft holes, and the damping is performed. The vibrator is secured such that the formation width is at least 1/4 or more of the shaft hole diameter of the shaft hole, and the formation height is at least 1/6 or more of the shaft hole diameter at the highest portion. The above-mentioned problems have been solved by adopting the configuration.

  The rigidity of the gear box has a very close relationship with the generation of vibration and noise. In order to reduce the noise, it is necessary to improve the rigidity of the members constituting the gear box. However, since the simple (generally used) rigidity enhancement is accompanied by an increase in weight, in some cases, a reduction in the natural frequency of the gearbox is induced, which does not necessarily contribute to noise reduction. Based on this viewpoint, the present invention proposes a countermeasure that can contribute most to noise reduction by paying particular attention to the natural frequency of the gearbox by considering the shape and mass.

  In the present invention, the damping body is formed from the shaft hole of the gear box along the radial direction of the shaft hole. The reason why the damping body is formed in the radial direction of the shaft hole is that, as a result of various experiments, it has been confirmed that the formation method can obtain a large damping effect with a small mass. Here, the formation width (the length in the direction perpendicular to the radial direction) of the damping body is secured at least 1/4 or more of the shaft hole diameter of the shaft hole. The formation height is ensured so that the thickest part is at least 1/6 or more of the shaft hole diameter. This shape greatly deviates from the general concept of the shape and size of the ribs as rigidity enhancement.

  There are several reasons why this configuration is effective in reducing noise. One of the reasons can be guessed that this configuration has a mechanism that can easily increase the natural frequency of the gearbox to 2 kHz or higher. It is thought that it is because. When the natural frequency of the gear box is increased to 2 kHz or more, the effect of noise reduction becomes very remarkable from various viewpoints. This point will be described in detail later.

  In many cases, the natural frequency of the gearbox can be set to 2 kHz or more by securing the formation width of the damping body to 1/4 or more of the shaft hole diameter and the formation height to 1/6 or more. However, when viewed in reverse, depending on the size and shape of the gear box, the natural frequency of the gear box is set to 2 kHz or more, but the size of the damping body is not necessarily widened to this size. Sometimes it is not necessary. In this case, as long as the natural frequency of the gearbox is ensured to be 2 kHz or more, it is not always necessary to set this magnitude.

  Furthermore, the natural frequency of the gearbox has a close relationship with the outer shape of the gearbox itself, and the outermost shape (at least half or more) of the gearbox is formed concentrically with the shaft. The natural frequency can be secured at 2 kHz or higher without increasing the size of the damping body. Further, when the size of the damping body is the same, a higher natural frequency can be obtained.

  The configurations described in the claims can provide the most synergistic effect when all of them are arranged, but the present invention does not always need to have all of them, and a corresponding synergistic effect can be obtained for each. It is done.

  The gear box shape can be organically combined with the measures for strengthening the rigidity of the gear box to provide a gear box capable of obtaining a large noise reduction effect with a minimum weight increase.

  Hereinafter, an example of an embodiment of the present invention will be described in detail with reference to the drawings.

  FIG. 1 is a perspective view of a gearbox 100 according to an example of the present embodiment as seen from diagonally above the front surface, and FIG. 2 is a perspective view of the gearbox 100 as seen from diagonally above the rear surface. 3 is a plan view of the gear box 100, FIG. 4 is a cross-sectional view taken along arrow IV-IV in FIG. 3, and FIGS. 5 to 10 are arrows VV to XX in FIG. It is sectional drawing or side view seen from.

  As is apparent from the drawings, the gear box 100 is symmetric with respect to the center line C. The gear box 100 has a pair of first shaft holes 102 (102A and 102B) through which an intermediate shaft (not shown) is to be inserted into the front surface 100A and the back surface 100B, and a pair of output shafts (not shown). A second shaft hole 104 (104A and 104B) is provided. The first shaft hole 102 and the second shaft hole 104 are arranged (non-coaxially) so that the intermediate shaft to be inserted and the output shaft are parallel to each other.

  Further, the gear box 100 is designed such that the third shaft hole 106 is provided on the side surface 100C of the gear box 100 so that an input shaft (not shown) passes therethrough. Power transmission from the input shaft to the intermediate shaft is performed via a bevel gear (orthogonal gear: not shown). Eventually, a total of five shaft holes 102A, 102B, 104A, 104B, 106 are formed in the gear box 100.

  From the pair of first shaft holes 102 (102A and 102B), first damping bodies 110 (110A and 110B) are integrally formed with the gear box along the respective radial directions X (upward in the drawing). Further, from the pair of second shaft holes 104 (104A and 104B), the second damping body 112 (112A and 112B) is formed integrally with the gear box along the respective radial direction X (upward in the drawing). Yes.

  The formation heights H1 and H2 (the height or thickness in the axial direction) of the first and second damping bodies 110 and 112 are both 60 mm in this embodiment. The shaft hole sides of the first and second damping bodies 110 and 112 are flush with the front ends 120 (120A and 120B) and 122 (122A and 122B) of the corresponding shaft holes 102 and 104, respectively. That is, each shaft hole 102, 104 has an axial length of height H1 (H2), and the front ends 120 (120A, 120B), 122 (122A, 122B) of each shaft hole 102, 104 are gears. It protrudes outward in the axial direction from the axial end surface 100G of the housing portion.

  The first and second damping bodies 110 and 112 are formed so that the formation height decreases linearly from H1 and H2 as the distance from the first shaft hole 102 and the second shaft hole 104 increases in the radial direction. ing. That is, as is apparent from the cross-sectional views of FIGS. 6 and 8, the first and second damping bodies 110 and 112 have a vertical cross-sectional shape parallel to the axis that is almost a triangle. This is a consideration for reducing the weight while maintaining high rigidity and increasing the natural frequency of the gear box 100.

  In this embodiment, the formation width (width in the direction perpendicular to the radial direction X) W1 and W2 of the first and second damping bodies 110 and 112 is 130 mm and W2 is 70 mm. Further, since the shaft hole diameter D1 of the first shaft hole 102 is 200 mm and the shaft hole diameter D2 of the second shaft holes 104A and 104B is 150 mm, (formation width / shaft hole diameter) W1 / D1 in this embodiment is 0.65. W2 / D2 is 0.47. Both values are significantly higher than ¼, and the “ribs” or “reinforcing bodies” for rigidly reinforcing the periphery of the shaft are exceptionally wide.

  Further, since the formation heights H1 and H2 of the first and second damping bodies 110 and 112 are 60 mm, the ratios with the shaft hole diameters D1 and D2 are H1 / D1 = 0.3 and H2 / D2 = 0. 4. Both are much higher than 1/8.

  In the case of this embodiment, the thickness w of the general surface of the gearbox 100 is 10 mm, and H1 and H2 are 60 mm. The axial heights H1 and H2 are preferably 5 times or more the thickness w of the general surface.

  The gear box 100 is generally a rectangular parallelepiped as a whole. As is apparent from FIG. 4, except for the flange portions 130A, 130B, 130C and the like for installation, most of the outer shapes are an output shaft and an intermediate shaft. Are formed in concentric shapes separated by R1 and R2, respectively.

  Next, the operation of the gear box 100 will be described.

  The largest noise generation source in the gear box 100 is “meshing noise” between gears mounted on the gear box 100. For example, if the rotation speed of the shaft is 1800 rpm and the number of teeth of the gear mounted on the shaft is 14, there will be (14 × 1800) / 60 = 420 times of collision between the tooth surfaces every second during meshing. Thus, meshing noise having a frequency centered at 420 Hz is generated. This meshing noise is transmitted to the gear box 100 through a shaft (and a bearing) in which the gear is incorporated. Therefore, increasing the rigidity around the axis of the gearbox 100 is basically effective from a “noise reduction viewpoint”.

  In order to increase the rigidity around the shaft, A) a highly rigid material is disposed around the shaft of the gear box 100, and B) a rib is disposed around the shaft of the gear box 100. Conceivable. However, the configuration in which a high-rigidity material is disposed in the periphery of the shaft in A) has disadvantages such as high cost and increased manufacturing steps (although there are strength advantages). The effect of noise reduction cannot be expected so much. In the case of a configuration in which ribs are arranged around the shaft of B), the “ribs” are generally the same as the wall thickness w on the general surface of the gear box 100 because of material mechanical rationality. Set to a width of about. However, it has been confirmed that this type of narrow “rib” still cannot be expected to reduce noise.

  On the other hand, in this embodiment, the formation widths w1 and w2 of the first and second damping bodies 110 and 112 are significantly larger than 1/3 of the shaft hole diameters D1 and D2 of the shaft holes 102 and 104. In addition, the formation heights H1 and H2 are also secured to 1/4 or more of the shaft hole diameters D1 and D2. This shape deviates from the concept of “ribs as rigidity enhancement”, but this configuration provides a great effect in noise reduction.

  It is presumed that this is due to an increase in the natural frequency of the gearbox 100. The natural frequency tends to increase as the rigidity increases and the weight decreases. As described above, with this configuration, the natural frequency of the gearbox 100 can be easily increased to 2 kHz or more. This has been confirmed by experiments. When the natural frequency of the gear box 100 is increased to 2 kHz or more, the gear box 100 cannot practically vibrate with a large amplitude due to the relation of the inertial mass of the whole, and the vibration (sound generation) level itself is inevitably. It must be reduced.

  On the other hand, as for the meshing noise, for example, in the above example, 420 Hz is the first order, and second order, third order, fourth order, etc. high order components appear at 840 Hz, 1,260 Hz, 1,680 Hz,. Higher-order components tend to be extremely low in the third and higher order. Therefore, for example, when the natural frequency of the gearbox 100 is increased to, for example, about 2 kHz, resonance occurs with the third-order or fourth-order or higher order components of the meshing noise (even if the first-order frequency varies somewhat). Will occur and the resonance level will be very low.

  In addition, since the human ear can easily hear sound having a frequency of several hundred Hz to about 1 kHz, a phenomenon that it becomes difficult to perceive as noise by raising the natural frequency is also one of the reasons. It is understood.

  Further, the gear box 100 according to this embodiment is different from a general box shape, and most of the outer shape is formed in a concentric shape with the output shaft and the intermediate shaft separated from R1 and R2, respectively. Therefore, the vibration suppressing effect on both side surfaces 100C and 100D and the upper and lower surfaces 100E and 100F of the gear box 100 works greatly, and the thickness (w) is not so thick in combination with the presence of the first and second damping bodies 110 and 112. However, it is considered that the natural frequency tends to increase because the amplitude at a particularly low frequency becomes more difficult.

  Further, first and second damping bodies 110 and 112 are formed in both the first shaft hole 102 and the second shaft hole 104, respectively, and the periphery of both the first shaft hole 102 and the second shaft hole 104. Since some of the parts are continuously joined together, the rigidity around the axis is further enhanced.

  Furthermore, the first and second damping bodies 110 and 112 have a triangular cross section, and can be reduced in weight without reducing rigidity.

  It is inferred that these configurations synergistically contributed to the increase in the natural frequency.

  The vibration damping body according to the present invention has a great noise reduction effect even if one (although a plurality of vibration damping bodies may be formed). Further, since it is integrated with the gear box, the number of parts does not increase and the manufacturing cost does not increase greatly.

  In many cases, the natural frequency of the gearbox can be increased to 2 kHz or more by setting the formation width of the damping body to 1/4 or more of the shaft hole diameter and the formation height to 1/6 or more. However, in the opposite view, depending on the size and shape of the gear box, it is not always necessary to increase the size of the damping body so far in order to set the natural frequency of the gear box to 2 kHz or more. There is also. In this case, as long as the natural frequency of the gearbox is ensured to be 2 kHz or higher, it is not always necessary to set this magnitude, and a corresponding noise reduction effect can be obtained.

  Further, even when the outer shape of the majority (at least half or more) of the gear box is formed concentrically with the shaft, as in this embodiment, the vibration damping body does not have to be so large. It has been confirmed that the frequency can be secured at 2 kHz or more, and that the higher natural frequency can be obtained when the size of the damping body is the same.

  The present invention provides a particularly remarkable noise reduction effect when applied to a relatively large gear box having the smallest shaft hole diameter of 70 mm or more, but can also be applied to a smaller gear box.

  In addition, the present invention does not always have to have all the configurations of the above-described embodiments, and a corresponding synergistic effect can be obtained in each range.

  The present invention can be applied to a gear box such as a direction change mechanism such as a speed reducer, a speed increaser, and an orthogonal gear. In particular, when applied to a relatively large gear box having a shaft hole diameter of 70 mm or more, which is widely used for industrial use, a remarkable noise reduction effect can be obtained.

The perspective view which looked at the gearbox which concerns on an example of embodiment of this invention from front diagonally upward A perspective view of the same gear box as seen from diagonally above the rear. Top view of the gear box Sectional view along the arrow III-III line of FIG. 3 of the same gear box Sectional drawing which follows the arrow VV line of FIG. Sectional drawing which follows the arrow VI-VI line of FIG. Sectional drawing which follows the arrow VII-VII line of FIG. Sectional drawing which follows the arrow VIII-VIII line of FIG. Sectional drawing which follows the arrow IX-IX line of FIG. Sectional drawing which follows the arrow XX line of FIG.

Explanation of symbols

DESCRIPTION OF SYMBOLS 100 ... Gearbox 102 (102A and 102B) ... 1st shaft hole 104 (104A and 104B) ... 2nd shaft hole 106 ... 3rd shaft hole 110 (110A and 110B) ... 1st damping body 112 (112A and 112B) ... 2nd damping body 120 (120A and 120B) ... Front end 122 (122A and 122B) of the first shaft hole ... Front end of the second shaft hole X ... Radial direction W1, W2 ... Formation width H1, H2 ... Formation height D1 , D2 ... shaft hole diameter

Claims (6)

In a gear box having at least three shaft holes,
A damping body is formed from at least one of the shaft holes along the radial direction of the shaft hole, and the damping body has a width of at least the diameter of the shaft hole of the shaft hole. A gear box characterized by having a size that is at least 1/4 and that the height of formation is at least 1/6 of the shaft hole diameter at the highest portion. In claim 1,
Of the three or more shaft holes, the smallest shaft hole diameter is 70 mm or more. In claim 1 or 2,
A gear box, wherein a front end of a shaft hole in which the vibration damping body is formed is positioned on an axially outer side from an axial end surface of a gear housing portion of the gear box. In any one of Claims 1-3,
The gear box, wherein the vibration damping body is formed such that the height of the vibration damping body decreases as the distance from the shaft hole increases along the radial direction. In a gear box having at least three shaft holes,
A damping body is formed from at least one of the shaft holes along the radial direction of the shaft hole, and the formation width of the damping body is equal to or higher than the natural frequency of the gear box of 2 kHz or more. The gear box is characterized in that it has a width that can be maintained. In a gear box having at least three shaft holes,
A damping body is formed from at least one of the shaft holes along the radial direction of the shaft hole, and the outer shape of the gear box covers at least half of the entire gear box. The gear box is formed concentrically with at least one of the three or more shaft holes.

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